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BSheets-Sheet 1. P. W. EAMES. Vacuum Brake Apparatus.

Patented June 15,1880.

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, B-,Sheet'ssheet 2. F. W. EAMES.

Vacuum Brake Apparatus.

No. 228,741. Patented June 15,1880.

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IE. W. EAMES. Vacuum Brake Apparatus.

No. 228,741.' A Patented June 15, 1880.

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UNITED STATES PATENT DEETCE.

FREDERICK W. EAMES, 0F WAIEBTOWN, NEW YORK.

VACUUM-BRAKE APPARATUS.

SPECIFICATION forming part of Letters Patent No. 228,741, dated .Tune 15, 1880.

Application filed November 22, 1879.

To all whom @t may concern:

Be it known that I, FREDERIoK EAMES, of lVatertown, in the county of J ei'erson and State of New York, have inventedcertain new and useful Improvements in Vacuum-Brake Apparatus, (Case Blz) an d I do herebydeclare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying' drawings, and to letters of reference marked thereon, which form a part of this speciiieation, in which- Figure l represents, in plan view, my improved brake-actuating mechanism, the operating-cylinder being in section. Fig. 2 represents a sectional view of a modified form of my improved operating-cylinder, and Fig. 3 Fig. 4 represents a modification of the valve device shown in Figs. 2 and 3.

My invention consists, first, in a novel construction of the braking-cylinder, whereby the necessity for using air-tight stuffing-boxes is obviated, Sac.; and, secondly, in combining therewith certain devices whereby a vacuum is maintained on both sides of a piston or piston-diaphragm by the automatic action of an air-ejector, pump, or other exhaust apparatus, and the application of' said devices for the purpose of operating the railway-brakes when the vacuum is destroyed on one side of said piston, and of releasing the brakes on the restoration ofthe vacuum on both sides of the piston.

A represents the operating-vacuum or airpipe, which connects with the locomotive and the carriages throughout the train, and A is the re-enforce vacuum-pipe, which also connects with the locomotive and with the cars throughout the train.

a is a branch pipe leading from thepipe A to one end of the cylinders B, and a a branch pipe leading from the other end of the cylin- B is the cylinder; C, the piston, and D the piston-rod. c is the opening through the piston-head, which is protected by an ordinary clack-valve, c. E is an elastic compressible vessel or chamber, one end of which is secured to the piston O, and the other to the head of the cylinder B. This flexible chamber is preferably made of indiarubber, and is braced at intervals, both inside and out, by means of metal bands e.

Friction-rolls f are secured or pi voted to the outer periphery of the piston at three or more points in its circumference, said rolls operating against the sides ofthe cylinder and serving as guides to keep the flexible cylinder or chamber E in proper position.

Another iieXible chamber, F, made of elastic rubber, is secured at one end to an annular and inwardly-projecting flange, and forms a part of the cylinder B. The other end of the elastic chamber F is secured to a head or disk, d, which is keyed to or forms part ofthe piston-rod D, so as to move with it.

The branch pipe a opens into the flexible cylinder E, so that when the air is withdrawn from the pipe A it is also withdrawn from the interior of the cylinder B, the air passing through the opening c in the piston, so that a vacuum, or partial vacuum, may be formed within the cylinder on both sides ot' the piston simultaneously. At the same time air is allowed to pass in through openings formed around the piston-rod at the other end of the cylinder into the interior of the 'dexible chamber F, and which, pressing on the head d, forces the piston to move into the position shown by full lines of the drawings. Vhiie in this position the brakes are released from the wheels, and the apparatus will so remain until the vacuum is destroyed in pipe A. When airis admitted to said pipe it passes in through the branch a to the interior of the elastic cylinder E, closing the valve c and pushing the piston toward the other end of the cylinder, the elastic cylinder E expanding and the chamber F contracting until they reach the position indicated by dotted lines. When the apparatus is in such position the brakes will have been applied.

There is a valve located in the branchl pipe a, having a port which communicates directly with the external air. This valve is provided with a lever,G,by means of which and a suitable .connecting cord or rod leading to the interior of the car or carriage above, the valve may be thrown open and the air admitted to destroy the vacuum and apply the brakes from the carriage to which the cylinder is at- IOO tached. In this way the brakes may be applied and the train stopped from any point of the train, by the passengers themselves or train-men, other than the driver or engineer.

It will be seen that the piston does not travel the full length of the cylinder, and therefore, as will be evident, the vacuum is only destroyed in that portion of the cylinder occupied by the elastic cylinder E. The other portion of the cylinder' therefore forms a reserve reservoir or air-exhaust chamber, and, as before explained, the vacuum is re-enforced by the continuous withdrawal of the air through the re-enforce vacuum pipe A and branch pipe a. By again exhausting the air from the pipe A the vacuum is again restored on both sides of the piston, which then resumes the position {irst described, releasing the brakes by the action of the air in iiexible chamber F on the head d.

H is a guide-rod, one end of which is secured to the cylinder-head and the other to a bracket, h. d is a head or block secured to the exterior end of the piston-rod. It is slotted to permit the guide-rod H to pass through it.

t' is a projection upon thecylinder-head, which operates as a stop to limit the inward motion of the piston by coming in contact with the block d on the end oi the piston-rod. t" is a ring or projection on the guide-rod H, which also acts as a stop by coming in contact with the block d', thereby limiting the motion of the piston on its outward stroke. By thus limiting the motion of the piston I prevent any strain or undue expansion ofthe elastic cylinders E and F.

K K are vibrating rods which connect the levers L and L.

7c is a pendulous hanger which sustains the vibrating rod K, or suspends it from the body of the car.

. The lever L is provided with pulleys m on its ends,over which is passed the chain a,con necting the brake-rods u.

With an apparatus so constructed and operated, it will be seen that I release the brakes by making a vacuum on both sides of a piston, and apply the brakes by destroying the vacuum 011 one side of the piston only.

Figs. 2 and 3 show, respectively, sectional and end views of another form of cylindera form which I prefer because of its simplicity of construction, and for the reason that, with the devices thereto attached, the brakes may be practically applied instantaneously if desired.

B represents the cylinder; C, the piston, and D the piston-rod, one end of which projects through the cylinder and connects with the brake-levers.

F is an elastic or compressible sleeve or chamber, having a head, d, through which the piston-rod passes, and to which it is permanently secured, so that the joint is air-tight. The other end of the compressible chamberF is secured to the cylinder-head by an air-tight joint, as shown at g. The part of the cylinderhead immediately around the piston-rod, or within the area of the chamberF, is pierced with air-holes d. Thispiston has a packing, h, of 7o leather or other suitable material, around its periphery, which is held in place by arin g, h', all bolted together so as to form a perfectly air-tight joint and prevent the passage of any air between the piston and cylinder.

c is an ordinary clack-valve, which covers an opening, c, through the piston. It is provided with suitable packing and held in place by a spring, t.

The cylinder-head is formed with two openings, J and J. The opening or port J lconnects with a tube, a, which leads to and connects with the vacuum-pipes throughout the train, and through them with the ejector on the locomotive. The opening J leads to the external atmosphere. M is a lever pivoted to the head within the cylinder, one arm of which is pivoted to a valve, N, which covers the opening J. The other arm of lever M is pivoted to the stem of a valve, O, which covers the openin g J The stem r of this valve O projects into a small tube or chamber, P, secured to the cylinder-head, and having one or more openings or ports leading to the external air.

Q, is an eccentric or cam arranged to come in contact with the valve-stem and push in the valve to its seat and hold it there when desired. A cap, if desired, may be screwed on to keep the valve closed.

The operation is the same in principle as that of the brake-cylinder shown by Fig. l of the drawings. The air being withdrawn from the pipe or tube a will cause the valve N to open and the valve O to close. The valve c will also open and permit the air to be withdrawn from the interior of the cylinder. As a vacuum is formed in the interior of the cylinder, air will enter within the elastic or coinpressible chamber F, through the perfor-ations d around the piston-rod, and force the piston, through its action on the head d, to the other end of the cylinder, in the position shown by the drawings. So long as a vacuum is maintained in the pipes a, the piston will remain in this position; but as soon as the vacuum in the pipes a is destroyed the valve N will instantly close, thereby forcing the valve O open, through which air passes immediately into the cylinder, and forces the piston C toward the other end, the chamberF being compressed as the piston moves.

Thus it will be seen that the destruction of the vacuum in the pipes a alone is sufficient to cause the brakes to operate, the vacuum'or partial vacuum in the cylinder behind the piston being still preserved.

The piston does not require to move the full length of the cylinder to apply the brakes, so that the cylinder is a reservoir or exhausted receiver for storing vacuum-power as well as a cylinder 5 and a still greater capacity for storing this power may be had by simply con- IOO necting the cylinder B with another chamber or receiver, as indicated by dotted lines in Fig. 1, a simple communicating pipe,-without valves, leading from branch-pipe a', being all that is necessary.

In this way, by means of valves N and O, the one operating the other, the vacuum in the cylinder is instantly destroyed and brakes applied by the simple destruction of the vacuum in the pipes a., and that without using up the reserved power in the cylinder; but should a more gradual application of the brakes be desired, the valve O may be kept closed and the valve N opened by bringing the cam Q to bear on the stem of 1', to force it down on its seat and hold it there, when the valve N will be held open, and the air to destroy the vacuum in the cylinder allowed to passin through the pipe a..

Fig. 4 shows another form of the automatieally-operating valve for admitting air into the brake-cylinder to destroy the vacuum and apply the brake, which valve may be used in place of the valve device shown at Figs. 2 and 3.

A represents the head of the cylinder, having two openings, J J the former connecting with the tube a., which leads to and connects with the ejector on thelocomotive-engine, and the other, J', connecting with a T-,shaped branch pipe, R, fitted to a circular chamber, S, one end of which connects with the pipe a.

T is an elastic diaphragm secured within the hainber S, and fr is a valve rod or stem, one end Ot' which is secured to the diaphragm T, and the other carries a valve, O.- U is a spring coiled around the valve-stem r.

c Q; are openings or ports in the pipe R, communicating with the outer air. N is an ordinary valve, which closes opening J.

The operation of this valve device is as follows: So long as the vacuum is maintained in the pipe a the diaphragm T will be drawn toward the pipe a, thereby closing the port covered by the valve O and preventing the passage of air into the cylinder; but as soon as the vacuum is destroyed in the pipe a the spring U will retract the diaphragm and open the valve O, and permit of the air passinginto the cylinder todestroy the vacuum, the operation being almost instantaneous.

Pipe a of Fig. 2 may also be supplied with a valve to admit air directly into -it to destroy the vacuum in the cylinder and apply the brakes, a lever-the same as lever Gr of Fig. l being applied thereto, so that, through it and a suitable set of rods or cords leading into the car or carriage above, any of the passengers in the car, in an emergency, may apply the brakes and stop the train independently of the engine-driver, as in the plan described in connection with Fig. 1.

Having described my invention, what l claim is l. A brake-cylinder, B, provided with a piston having a valve, c', and a flexible air-chamber, substantially as and for the purposes set forth.

2. In combination with a brake-cylinder in which a vacuum is maintained on both sides of the piston, a valve device for admitting air directly into the cylinder to destroy the vacuum on one side of the piston, for the purpose set forth.

3. A brake-cylinder provided with a piston, and the latter with a valve, in combination with a pipe for creating a vacuum on both sides of said piston, substantially as set forth.

4. Abrake-cylinder provided with a piston, and the latter with a valve arranged substantially as described, in combination with the air-pipes A and A', and flexible chamber F, for the purposes set forth.

5. The flexible sleeve or expanding-chamber F, arranged within a brakingcylinder, for the purposes set forth.

6. In combina-tion with the pipe a., which communicates on the one side With the brak# 

